Train rail lubricating device



Oct. 6, 1959 J D. STOKES 2,907,410

TRAIN RAIL LUBRICATING DEVICE Filed Sept. 5, 1956 r 4 Sheets-Sheet 1 ATTORNBYJ Oct. 6, 1959 Filed Sept. 5, 1956' .J D. STOKES- 4 Sheets-Sheet 2 1 g; 4 re 2 Fig. 5

o 6 K 6 6 o A NVENTOR. ,Q .1. a. STOKES 4 T TURNE Y5 Dot. 6 1959 J D. ;$TDKE$ 3 A TRAIN RAIL LUBRICATING DEVICE Filed Sept. 5, 1956 4 Sheets-$heet 3 INVENTOR.

J'. D. STOKES BY mafia EQMMA ATTORNEYS Oct. 6, 1959 I J,D. STOKES 2,907,410

TRAIN RAIL LUBRICATING DEVICE Filed Sept. s, 1956 4 Sheets-Sheet 4 Fig 6 Z United States Patent Cfiice 2,907,410 Patented Oct. 6, 1959 TRAIN RAIL 'LUBRICATING nEvIcn Application September 5, 1956, Serial No. 608,085 4 Claims. (Cl. 1s4-'-s This invention relates in general to a train rail lubricating device and more particularly to a device for applying lubricant to the wheels of a moving railroad train and the rails on which the train is moving in order to prevent rail and wheel wear.

In railroad freight yards and other locations where sharp curves on tracks are prevalent, considerable friction is exerted between the flanges of thetrain wheels and the track, which tends to cause wheel and rail wear, and it is usual at such locations to apply a lubricant to the outer rail at the curves which decreases the friction between the wheel and rail-flanges and thereby decreases undue wear.

The present invention provides an improved lubricating device for disposition at a railroad track for pumping lubricant thereto from a reservoir. Resilient means is provided in the pump operating means between the track and the pump so that the weight of a train moving over the track being lubricated is employed effectively for pumping the lubricant.

Also, an improved lubricant; applying means is provided for disposition at the inner flange of a train rail for uniformly applying a lubricant to the flange throughout a desired length of the rail. 7

The above arrangements and other features of the rail lubricating device are described in detail below in connection with the accompanying drawings, in which:

Fig. l is an end elevation view of the lubricating device embodying the present invention;

Fig. 2 is a top plan view of the lubricating device shown in Fig. 1;

Fig. 3 is an end view showing the lubricant applying means attached to the train rail;

Fig. 4 is a side elevation view of the lubricant applying means shown in Fig. 3; V

Fig. 5 is an exploded view of the elements of the lubricant applying means shown in Fig. 3;

Fig. 6 is an end elevation view of the pump operating means;

Fig. 7 is a top plan view of the pump operating means shown in Fig. 6; t

Fig. 8 is a sectional view of the pump and reservoir; Fig. 9 is a perspective view of the piston of the pump; and

Fig. 10 is a perspective view for the pump.

Referring now in detail to the drawings, Figs. 1 and 2 show the train rail lubricating device in position for operation with the pump operating means indicated generally by the numeral 10 and the lubricant applying means indicated generally by the numeral 12. A reser' voir 14 is provided for containing a lubricant and the lubricant is pumped therefrom through conduit 16 to the lubricant applying means 12 whereby; lubricant is ap plied to the inner flange of the train rail18. .The reservoir '14 has a double function in that it serves as a rigid mount for holding pump operating means 10 in place as well as a reservoir for the lubricant, and thestandard of a valve spring support spacing between crossties of the railroad bed is suificient for the location of reservoir 14.

The lubricant applying means 12 is shown in Figures 3 and 4 clamped to rail 18 by clamps 20 that are secured to the base of rail 18 by bolt 22 threaded to receive nut 24 on one end. The upper portions of clamps 20 that are located on the same side of rail 18 as the lubricant applying means 12 are provided with lateral inwardly extending lugs 26 that press and secure lubricant applying means 12 against the web of rail 18. Adjusting screws 27 are provided under lubricant applying means 12 to determine the height of the lubricant applying means 12 on rail 18.

Lubricant applying means 12 as shown in Fig. 5 consists of an outer plate 28 having a central port 30 to which the lubricant conduit 16 is connected. A longitudinally slotted plate 32 is arranged in face-to-face contact with plate 28 and plates 34, 36, 38, of a greater height than plates 28, 32, are located with their top edges adjacent the inner upper flange of rail 18. A back plate 40 having adjusting screws 27 at the bottom edgc thereof is provided in face-to-face relation with plate 38 and any desired number of spacers 42 can be provided adjacent the web of rail 18, the number ofspacers depending on the particular type or weight of rail on which the lubricant applying means 12 is employed.

Inner apertures 44 and outer apertures 46 extend through plate 34 and in order to allow for a uniform flow of lubricant, inner apertures 44 are formed of a smaller diameter than outer apertures 46 since the lubricant is distributed from the central port 30 on plate 28. Plate 36 also has outer notches 48 of a greater width than inner notches 50 and in operation, the lubricant will flow through port 30 of plate 28, be distributed throughout the slot in plate 32, then through apertures 44, 46 of plate 34, and notches 48, -50 of plate 36, and upwardly through the V-shaped notches of the inner flange of rail 18.

Plate 36 is of a slightly lesser height than plates 34, 38 and as a result the lubricant issues onto the rail flange from the open space above plate 36 and between plates 34, 38.

Plates 28, 32, 34, 36, 38 and 40 are secured together by means of threaded screws 52 extending through threaded apertures on each end of the plates. A uniform and equal flow of lubricant to the flange olfrail 18 over a substantial length thereof is therefore obtained by the arrangement of the plates in the lubricant applying means 12.

Referring now to Figure 6, the pump operating means indicated generally by the numeral 10 is disclosed in. detail and comprises a rail adjustment screw '54 adapted for arrangement beneath the rail 18 and located on one end of lower rocker arm 56; the rocker arm 56 being pivotally connected to pivot yoke '58 by pivot pin 60 and a suitable key. A compensating bias spring 62 is pivotally connected to an end of rocker arm 56 through which the displacement of rocker arm 56 resulting from the movement of a rail from the weight of a passing train.

' the upper rocker arm '64 through the pivot pin '72 and at its lower end to the pump rod 74 through pivot pin 76. A support bracket 78 is secured to base plate 80 by means of bolts 82 and a stroke adjustment screw. is arranged in the top portion of bracket 78 to adjust the stroke of the pump operating means; lock nut 86 plate 36 onto securing stroke adjustment screw 84 in the desired stroke 7 position. Upper rocker arm 64 is biased downwardly by a return bias spring 88 that is attached to one end of rocker arm 64 and is fixedly secured to base plate 80; rocker arm 64 being moved upwardly by;a'-downward force on the rail adjustment screw 54 that'compre'sses bias. spring '62 thereby exerting an upward force on rocker arm 64. The upward movement of rocker arm 64 to contact with the stroke adjustment screw- 84 compresses the return bias'spring 88 and when the pressure or force is released frorn the rail adjustment screw 54, the rocker arm 64 will return to its normal downward position under the influence of bias spring 88. A safety spring 89 is secured at one end to rocker arm 64 and at the other end -to rocker arm 56 to assist in controlling the movement between rocker arms 56, 64 and an additional aperture 90 is located in rocker arm 56 through which rocker arm 56 can be pivotally attached to change its leverage.

An air vent 92 is provided above base plate 80 for venting the lubricant reservoir 14 and a lubricant fitting 93, which is removed for filling the reservoir 14 with a lubricant, 'is arranged in an easily accessible location on V the top surface of base plate 80.

Referring now to Figure 8 in which the pump is disclosed'in detail, pump rod 74 is shown pivotally connected to link 70 through pivot pin 76 and extending downwardly into lubricant reservoir 14 through bushings 94 and packing 96 arranged within a riser pipe 98 that extends upwardly from the reservoir 14 through base plate 80 and is capped by suitable means such as cap 100. It is noted that the pump is arranged at the bottom of reservoir 14 and therefore, the lubricant located adjacent the pump normally will not become stiff due to average freezing temperatures, while in pumps located on or near the surface of the railroad bed, lubricant ad jacent the pump frequently become stiif with freezing attached at its lower end to piston 104. Piston 104 is provided with a port 106 extending centrally and longitudinally thereof with several openings 108 extending laterally outward from the top of the base piston portion to the annular space within cylinder 110 surrounding the remaining necked portion of piston 104; cylinder 110 being arranged within the lower inner wall of riser pipe 98. A ball check valve 112 is seated on the upper circumference of valve seat 114 with valve seat 114 being secured within the lower portion of port. 106. Immediately above the ball valve 112 a bias spring 116 is provided seating ball valve 112 on valve seat 114.

A coupling 118 is internally threaded to receive the threaded end p'ortionof riser pipe 98 at one end thereof. 55

and to receive a valve seat 120 at the other end thereof; a ball check valve 122 being seated in the lower opening of valve seat 120. Bias spring 124 is arranged directly above ball valve 122 and exerts a downward force upon ball valve 122 at all times. To secure the upper portion of bias spring 124, a spring holder 126 is arranged in abutting relation between the upper portion of valve seat 120 and the lower portion of cylinder 110, and is provided with apertures 128 (as shown in Fig. 10) whereby lubricant can freely flow therethrough.

In operation, when a rail is displaced by the weight of a train passing thereover, rail adjustment screw 54 is likewise displaced bythe rail and results in compressing bias spring 62 by the upward movement of the end of rocker arm 56 on which bias spring 62,is arranged. Rocker arm 64 is pivoted upwardly about pivot pin 65 due to the force exerted by bias spring 62 and the upward stroke of piston .104 is performed by the upward movement of pump rod 74 through link 70. When the pressure is released from the rail adjustment screw 54, bias spring 88 returns rocker arm 64 to its normal down the lubricant applying means 12.

ward location and completes the downward stroke of piston 104.

On the upward stroke of piston 104, the lubricant inside riser pipe 98 in the chamber 130 above piston 104 and cylinder 110 is forced upwardly through riser pipe 98 since check valve 112 remains seated on valve seat 114 throughout the upward stroke and the lubricant is eventually forced through an outlet 132 arranged in the top portion of riser pipe 98 and through conduit 16 to During the upward stroke of piston 104,- check valve 122 will'be unseated and the chamber 129 will therefore be filled with lubricant from the reservoir 14 by the combined action of suction and gravity.

On the downward stroke of piston 104, ball check valve 122 is seated on valve seat 120 and check valve 112 is unseated by the displacement of lubricant from the chamber 129 through piston port 106 and openings 108 thereat tothe annular space or chamber in cylinder 110 surrounding the necked portion of piston 104, which chamber is designated in Fig. 8 by the reference numeral 130. This chamber 130 is proportioned with an annular area equal to one-half the cross-sectional area of chamber 129, so that the amount of lubricant displaced from chamber 129 during each downward stroke of piston 104 will force lubricant into chamber 130 to occupy a lengthwise extent therein equal to twice the extent of the downward piston stroke, while each succeeding upward stroke will carry lubricant upwardly in the chamber in an extent equal to that of the stroke, to provide a resulting double acting pump operation with each of the'upward and downward piston strokes forcing a substantially equal amount of lubricant through the conduit-16 to lubricant applying means 12 where the lubricant is applied to the inner flange of rail 18. i

The present invention has been described in detail above for purposes of illustration only and is not intended to be limited by this description or otherwise except as .de fined in the appended claims.

I claim:

1. A train rail lubricating device comprising a reservoir for containing a supply of lubricant, a pump disposed within said reservoir and including a cylinder having a conduit connected therefrom for discharging lubricant ext'eriorly of said reservoir and .a piston having an actuating" rod extending therefrom exteriorly of said reservoir, and

pump operating means actuated by the movement of a rail from the weight of a train passing thereover, said pump operating means comprising a first rocker arm arranged at one end for displacement by said rail movement and pivoted intermediate its length for relative displacement at the other end thereof, a second rocker, arm pivoted adjacent one end in substantially parallel 1 intermediate the extent thereof from said pivoted end to 60 displace said second rocker arm for actuating said pump through said operating rod.

2. A train rail lubricating devicecomprising a reservoir for containing a supply of lubricant, a pump disposed within said reservoir and connected for pumping lubricant therefrom to a lubricant applying means at said train rail, said lubricant applying means comprising an outer plate havinga central openingjat which said pump is connected for delivering lubricant therethrough, a first intermediate plate having a longitudinal slot therein registering with said central outer plate opening, a second intermediate plate having a plurality of spaced transverse notches formed therein and extending to the upper edge thereof, the upperledge of said second intermediate plate extending above that of said outer and first intermediate plates, the aggregate width of said notches at said second intermediate plate upper edge constituting a major portion of the length of said edge and the lower portion of said notches registering with the longitudinal slot in said first intermediate plate, and substantially coextensive cover plates at each side of said second intermediate plate with the cover plate at the side adjacent said first intermediate plate having apertures formed therein in registration with the lower portion of said notches and said longitudinal slot, whereby lubricant delivered through said central outer plate opening is directed by said longitudinal slot and notches for discharge at the upper edge of said second intermediate plate along a major portion of the length thereof.

3. A train rail lubricating device as defined in claim 2 and further characterized in that said spaced plurality of notches is formed in said second intermediate plate with the intermediate notches proportioned in a lesser width than the outer notches for effecting a substantially uniformly divided discharge through said notches of lubricant directed thereto from said central outer plate opening.

4. A train rail lubricating device comprising an elongated tubular reservoir adapted for installation at a rail bed with its longitudinal axis vertical and its top end substantially level with the rail bed grade and fitted for containing a supply of lubricant thereat, a pump disposed within said reservoir adjacent the lower end thereof and including a cylinder having a conduit connected therefrom for discharging lubricant exteriorly of said reservoir and a piston arranged for reciprocation in said cylinder in the direction of the longitudinal axis of said reservoir and having an actuating rod extending therefrom through the top end of said reservoir, and operating means for said pump actuated from the rail movement adjacent said lubricating device resulting from the weight of a train passing thereover, said operating means comprising a first rocker arm arranged at one end for displacement by said rail movement, and pivoted intermediate its length for relative displacement at the other end thereof, a second rocker arm. pivoted adjacent one end in substantially parallel spaced relation with respect to said first rocker arm and operatively connected towards the other end thereof to said piston actuating rod adjacent its extending end for reciprocating said piston, and resilient means operatively disposed between said other end of said first rocker arm and said second rocker arm intermediate the extent thereof from said pivoted end to the operative connection with said actuating rod for applying the displacement of said first rocker arm to displace said second rocker arm.

References Cited in the file of this patent UNITED STATES PATENTS 1,130,463 Barrett Mar. 2, 1915 1,846,263 Kull Feb. 23, 1932 1,918,146 Stern July 11, 1933 2,014,772 Markel Sept. 17, 1935 2,718,280 Hurrell Sept. 20, 1955 

